EP4098991A1 - Dispositif et procédé pour déterminer les faux-ronds d'une roue d'un véhicule sur rails - Google Patents

Dispositif et procédé pour déterminer les faux-ronds d'une roue d'un véhicule sur rails Download PDF

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Publication number
EP4098991A1
EP4098991A1 EP22176488.9A EP22176488A EP4098991A1 EP 4098991 A1 EP4098991 A1 EP 4098991A1 EP 22176488 A EP22176488 A EP 22176488A EP 4098991 A1 EP4098991 A1 EP 4098991A1
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EP
European Patent Office
Prior art keywords
length
wheel
partial
section
over
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP22176488.9A
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German (de)
English (en)
Inventor
Ralph Mueller
Viktor RAIS
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Schenck Process Europe GmbH
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Schenck Process Europe GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
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Publication of EP4098991A1 publication Critical patent/EP4098991A1/fr
Pending legal-status Critical Current

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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M17/00—Testing of vehicles
    • G01M17/08—Railway vehicles
    • G01M17/10—Suspensions, axles or wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K9/00—Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles
    • B61K9/12—Measuring or surveying wheel-rims
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/02—Electric devices associated with track, e.g. rail contacts
    • B61L1/06—Electric devices associated with track, e.g. rail contacts actuated by deformation of rail; actuated by vibration in rail
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/021—Measuring and recording of train speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/50—Trackside diagnosis or maintenance, e.g. software upgrades
    • B61L27/57—Trackside diagnosis or maintenance, e.g. software upgrades for vehicles or trains, e.g. trackside supervision of train conditions

Definitions

  • the invention relates to a device for determining out-of-roundness of a wheel of a rail-bound vehicle according to the preamble of claim 1 or 2 and a method for determining out-of-roundness of a wheel of a rail-bound vehicle according to claim 10.
  • the running surfaces of the wheels of rail-bound vehicles are of crucial importance with regard to driving comfort and safety of rail traffic, since the static and dynamic forces occurring during the journey are introduced into the rails via the running surfaces and wheel flanges.
  • the geometry of the running surfaces corresponds to a slightly conical outer surface concentrically running around the wheel axle, with which the wheels roll on the rails.
  • the running surfaces thus form the rotating part of the wheel-rail contact.
  • Deviations from the ideal circular shape for example due to uneven wear, material and manufacturing defects and the like, are referred to as out-of-roundness. These include singular out-of-roundness such as flat spots, flattening and material build-up as well as periodic out-of-roundness such as eccentricity, ovality and polygonization. Above all at high speeds, out-of-roundness increases the dynamic proportion of the forces exerted by the wheel on the rail, with the risk of damage to the rail vehicle and rail track. The associated safety risks are undesirable, as are noise emissions and vibrations of the subsoil.
  • the EP 1 883 565 A1 a method for determining the wheel shapes of the wheels of rail vehicles using a measuring section which is formed from a series of measuring elements attached to the rails.
  • the wheel loads acting on the measuring elements generate electrical signals that are proportional to the force and are fed to an electronic evaluation device for evaluation.
  • an information array is generated in the evaluation device from the signals derived from the measuring elements, which correspond to the movement of the rail in the vertical direction and preferably also in the transverse direction, which array depicts at least one wheel circumference.
  • the information array is made up of a number of information cells, with the respective signal components of different information cells being able to be continuously joined together and relevant signal components being evaluated.
  • the invention is based on the object of specifying a device and a method with which the out-of-roundness of a wheel of a rail-bound vehicle can be determined reliably and with high accuracy, taking economic aspects into account.
  • the invention is based, like the prior art mentioned, on the basic idea of not only using the measured values of the wheel contact forces obtained when a rail vehicle crosses a measuring section to determine the weight of the rail vehicles, but also to evaluate them at the same time with regard to possible out-of-roundness of a wheel.
  • a prerequisite for a complete recording of the out-of-roundness is that the measuring section extends over at least the simple wheel circumference.
  • the invention has recognized that it is sufficient for determining the actual wheel circumference or the time period ⁇ t if characteristic features repeat themselves in the course of the measurement signal, with the measurement signal also being able to come from sensors other than the force transducers. If a sufficiently large match indicates a repetition of the measurement signal curve, it is assumed according to the invention that the section of the measurement signal curve between a characteristic feature and its repetition corresponds to the actual wheel circumference.
  • the actual wheel circumference U ist determined in this way, or the time period ⁇ t determined in this way, is used according to the invention to evaluate the value determined using force transducers Force signal curve taken as a basis, with the section of the force signal curve determined for the evaluation corresponding to the length of the actual wheel circumference or the time window ⁇ t.
  • a first resulting advantage lies in the possibility of being able to use sensors that require relatively little effort to purchase and/or install.
  • sensors suitable for the invention such as acceleration sensors, can be mounted directly on the rails in the area between the sleepers, without affecting the bearing of the rail on the sleepers.
  • the installation of a device according to the invention on a track is therefore possible with relatively little equipment and in a short time, which leads to an extremely advantageous cost-benefit ratio.
  • the length of a measurement section according to the invention is selected in such a way that from the repetition of significant features in the measurement signal curve it can be concluded with sufficient probability that the repeating features go back to the same circumferential section of the wheel. For this it is necessary that the length of a measuring section according to the invention is greater than the simple actual wheel circumference U. To be on the safe side, it is preferred according to the invention that the length of the measurement section corresponds to at least 1.2 times the nominal wheel circumference U nom .
  • the informative value of the measured values can be further increased if the length of the measuring section larger is chosen. In this sense, a length of the measuring section that corresponds to at least 1.5 times the nominal wheel circumference U nom or even at least twice the nominal wheel circumference U nom is particularly preferred by the invention.
  • the agreement of recurring significant features in the measurement signal curve is determined by autocorrelation, with the measurement signal curve being examined for relationships between measurement signal curve sections that are spaced apart in time.
  • the force signal curve of the first partial measurement section and the acceleration signal curve of the second partial measurement section are recorded independently of one another. In this way, the measurement data from both partial measurement sections flow directly into the evaluation, which promotes the accuracy and reliability of the evaluation.
  • the first partial measurement section and the second partial measurement section may partially or completely overlap in the direction of travel.
  • the force signals and acceleration signals are recorded at least partially at the same time.
  • load cells or weighing discs are used as force transducers, which are arranged under the rail, usually in the sleeper or between the rail and the ground.
  • force transducers are preferably provided which follow one another in the direction of travel and whose mutual spacing is preferably between 300 mm and 1000 mm. The same applies to the arrangement of the acceleration sensors, with the proviso that their maximum distance is 2000 mm
  • the maximum spacing between the force transducers and acceleration transducers is advantageously based on the spacing between the sleepers, with the maximum spacing between the force transducers and/or acceleration transducers corresponding to twice the spacing between the sleepers, preferably once the spacing between the sleepers.
  • the force transducers are arranged underneath the rail, preferably between the rail and the sleeper or between the rail and the ground.
  • the accelerometers are placed directly on the rail. Accordingly, the advantage of using acceleration sensors is that there is no need to intervene in the substructure of the rails or in the track bed. This results in significant time and cost savings.
  • a measuring section according to the invention preferably has at least one transverse force transducer per rail, which is integrated into the rail, for example, and detects the shear stresses caused by a wheel load in the rail there.
  • suitable transverse force transducers are strain gauges or measuring eyes. The exact point in time can be determined on the basis of the lateral force signal generated by a lateral force transducer determine when a wheel rolls over the lateral force sensor. Such a signal can be used, for example, as a trigger for starting and/or stopping a measurement process and/or for axle and vehicle identification.
  • the measuring device of which includes force transducers By arranging two transverse force transducers at the beginning and end of the first partial measurement section L1, the measuring device of which includes force transducers, these can be used to correct force shunts or force shunts from the adjacent rail can be avoided.
  • continuous recording of the signals from the force transducers arranged under the rail and, on the other hand, an exact determination of the wheel contact is made possible.
  • the duration of the crossing from the first transverse force transducer to the second transverse force transducer can be determined on the basis of the times assigned to the two transverse force signals, and the driving speed v of the rail vehicle can also be determined.
  • the driving speed v calculated in this way advantageously flows directly into the determination of the out-of-roundness of a wheel.
  • a preferred embodiment of the invention envisages providing several transverse force transducers in succession in the direction of travel within a partial measurement section in each rail, which subdivide the partial measurement section into several sections.
  • this has the further advantage that changes in the driving speed v within the measuring section can be recorded and taken into account when determining the actual wheel circumference U act , which means that greater accuracy can be achieved when evaluating the measuring signals.
  • the transverse force transducers have a mutual distance that corresponds to one or two times the distance between the sleepers. In this embodiment, it is ensured that only one wheel of a rail vehicle is located between two adjacent transverse force transducers of a partial measurement section; a signal measured in this section can therefore be clearly assigned to this wheel. This simplifies the evaluation of the measurement signals, which not least contributes to the high accuracy and quality of the evaluation result.
  • FIG. 1 shows a first embodiment of a device according to the invention with a measuring section 1 for evaluating the wheel contact force F and acceleration a during the passage of a rail vehicle over the measuring section 1.
  • the illustration shows a section of a rail track 2 designed as a measuring section 1 with two rails 3 running parallel to one another, which are supported by a large number of sleepers 4 .
  • the distance between the sleepers 4 is in a range of about 600 mm to 700 mm.
  • the rail track 2 is traveled over by a rail-bound vehicle at a speed v, for example a passenger or freight car, for which only the wheels 5 of a wheel set axle (not shown in detail) are shown as a representative.
  • the direction of travel of the rail-bound vehicle is denoted by x, the wheel contact force exerted by a wheel 5 on a rail 3 by F.
  • the measuring section 1 comprises a first partial measuring section 1.1 for recording the wheel contact force F and a second partial measuring section for 1.2 for recording the acceleration a with which the wheels 5 act on the rails 3 during the passage of a rail-bound vehicle over the measuring section 1.
  • the two partial measurement sections 1.1 and 1.2 follow one another in the direction of travel x, with the second partial measurement section 1.2 seamlessly adjoining the first partial measurement section 1.1 in the direction of travel x.
  • a reverse order and/or a spatial distance between the two measurement sections 1.1 and 1.2 are also within the scope of the invention.
  • the first measurement section 1.1 extends over a length L1 that corresponds at least to the simple nominal wheel circumference U nom of the wheels 5 of the vehicles traveling on the rail track 2. With a standard wheel diameter of around 1250 mm, this results in a length of at least 2925 mm.
  • the transverse force transducers 6, 7 are used on the one hand for force shunt correction in order to compensate for interference from adjacent rail sections. On the other hand, the transverse force transducers 6, 7 can be used as switches for the beginning and end of the Measuring process of the first measuring device are used and / or for axle detection and vehicle identification.
  • the lateral force transducers 6, 7 are used to determine the driving speed v in the area of the first partial measurement section 1.1, which can be determined on the basis of the known distance of the lateral force transducer 6 from the lateral force transducer 7 in the direction of travel x and the known time duration T, which corresponds to the difference in the rollover times t 0 and t corresponds to X (s. Figure 2a ).
  • force transducers 8 are provided for detecting the vertical wheel force F, for example weighing beams, load cells or weighing discs.
  • several force transducers 8 are preferably provided in the direction of travel x, the mutual distance of which in the direction of travel x corresponds at most to twice the distance between the thresholds, preferably one time the distance between the thresholds.
  • each of the two rails 3 rests on force transducers 8, which in turn are mounted on successive sleepers 4.
  • the device according to the invention has a second measuring device for detecting the acceleration a exerted by a wheel 5 on the rail 3, which is also integrated into the rail track 2.
  • the second measuring device also includes transverse force transducers 9, 10 installed at the beginning and end of the rail 3, with the first transverse force transducer 9 in the direction of travel x corresponding to the second transverse force transducer 7 of the first partial test section 1.1 in the present first embodiment, i.e. it has a dual function.
  • the transverse force transducers 9, 10 correspond to those of the first measurement section 1.1, so that the statements made there apply accordingly, especially with regard to the possibility of a force shunt correction and determination of the driving speed v in the area of the second measurement section 1.2.
  • acceleration sensors 11 are provided for detecting the acceleration a.
  • the acceleration sensors 11 are each fastened between two sleepers 4 on the underside of the rails 3, resulting in a mutual distance between the acceleration sensors 11 in the direction of travel x, which corresponds to the simple distance between the sleepers, but can also correspond to twice the distance between the sleepers.
  • the acceleration sensors 11 record the acceleration value or the acceleration signal of the rail at the point where the sensor is located.
  • the transverse force sensors 6, 7, 9, 10, force sensors 8 for the vertical wheel force F and acceleration sensors 11 are connected by data lines 12 to an electronic evaluation unit 13 in which data storage and data processing takes place.
  • the data of a measurement process are transmitted to a higher-level central location via radio or another data line 14 .
  • Figure 2a shows the time profile of the force signal F measured by force transducers 8 when crossing the partial test section 1.1.
  • the measuring process carried out by the first measuring device begins at time to, defined by the wheel 5 rolling over the transverse force transducer 6, and ends at the time tx, at which the wheel 5 rolls over the transverse force transducer 7 and thus leaves the area of the first partial measuring section 1.1.
  • the time T between the times t 0 and t x thus corresponds to the duration of the crossing over the first partial test section 1.1, the length L1 of which corresponds at least to the simple nominal wheel circumference U nom and is therefore greater than the actual wheel circumference U actual .
  • FIG 2b shows the time course of the acceleration signal a measured by the acceleration pickups 11 when crossing over the second partial measurement section 1.2.
  • the wheel 5 rolling over the transverse force transducer 9 corresponds to the point in time to at which the measuring process by the second measuring device in the area of the second partial measuring section 1.2 begins.
  • the rolling over of the lateral force transducer 10 by the same wheel 5 defines the point in time t X , which at the same time represents the end of the measuring process.
  • the time segment T lying between the times t 0 and t x in turn corresponds to the duration of the crossing over the second partial measurement section 1.2, the length L2 of which is greater than the length L1 of the first partial measurement section and in the present case corresponds to twice the nominal wheel circumference U nom .
  • the driving speed v of the rail vehicle in the second partial measurement section 1.2 results in accordance with the above statements.
  • the amplitude of the acceleration signal a fluctuates depending on the quality of the running surface of the wheel 5 to a greater or lesser extent around the value zero.
  • the force maximum or force minimum 15 of the force signal curve F(t) ( Figure 2a ) corresponds to an acceleration maximum 16 in the acceleration signal curve a(t) that deviates significantly from the fluctuation range, which can be attributed to the same out-of-roundness on the running surface of the wheel 5.
  • the time of the first occurrence of the acceleration maximum 16 is in Figure 2b denoted by t 1 .
  • the wheel 5 rolls a second time on the second measurement section 1.2 with part of its circumference or with a corresponding length of L2 with the full circumference if the measurement process continues.
  • an acceleration signal curve a(t) is therefore generated from this point in time, which corresponds in its characteristic features to those of the previous acceleration signal curve a(t).
  • the most conspicuous repetition is the maximum or minimum acceleration 16′ at time t 2 .
  • the time period ⁇ t between times t 1 and t 2 corresponds to the time it takes wheel 5 to roll over its actual circumference U actual .
  • the second measuring section 1.2 For the evaluation of the force signal curve F(t) related to the actual circumference U ist , for example in the representation of the wheel out-of-roundness in polar diagrams or the determination of their periodicity or wavelength, the second measuring section 1.2 The time segment ⁇ t determined or the actual wheel circumference U corresponding thereto is transferred to the force signal curve F(t) recorded by means of the first partial measurement section 1.1, which is indicated by arrow 17. The part of the force signal curve F(t) lying within the time interval ⁇ t or actual circumference U ist is then used as a basis for the further evaluation for determining the out-of-roundness of the wheel 5 .
  • the test section 1' shown also includes a first partial test section 1.1', which largely corresponds to the first partial test section 1.1 of the first embodiment, and a second partial test section 1.2', which largely corresponds to the second partial test section 1.2 of the first embodiment.
  • first partial test section 1.1' which largely corresponds to the first partial test section 1.1 of the first embodiment
  • second partial test section 1.2' which largely corresponds to the second partial test section 1.2 of the first embodiment.
  • first measurement section 1.1' and the second measurement section 1.2' are identical to one another. While according to the first embodiment 1 the two partial measurement sections 1.1 and 1. 2 follow one another in the direction of travel x, overlap at in 3 illustrated embodiment, the first partial measurement section 1.1 'and second partial measurement section 1.2'.
  • the first partial measurement section 1.1' and the second partial measurement section 1.2' have a common beginning which is defined by the transverse force transducer 6 and 9, respectively.
  • the first measurement section 1.1' ends after the length L1 with the transverse force transducer 7, the second measurement section 1.2' continues to the transverse force transducer 10, which defines the end of the second measurement section 1.2'.
  • the force signal curve F(t) and the acceleration signal curve a(t) are evaluated analogously to the first embodiment described above, in that a repetition of the acceleration signal curve a(t ) is determined and a time period ⁇ t is assigned to the preceding acceleration signal curve a(t) until it is repeated. If the driving speed v is known, the actual circumference U actual of the wheel 5 can be determined from this.
  • a section of the force signal curve F(t) is then selected analogously to the procedure in the first embodiment of the invention, which exactly corresponds to the actual wheel circumference Uact and which forms the basis for polar diagrams, statements on periodicity, wavelength and the like.
  • the measuring section 1" in turn comprises a first partial measuring section 1.1" for determining the wheel contact force F over the length L1.
  • the partial measuring section 1.1" with the associated first measuring device corresponds to that already under Figures 1, 2a and 2b described first partial measurement section 1.1, so that to avoid repetition, reference is made to the explanations given there.
  • a force signal curve F(t) corresponding to the length L1 is generated in the area of the first partial measuring section 1.1′′ Figure 6a recorded.
  • the acceleration signal begins to be recorded over the length L3 of the remaining measuring distance 1.3, which is the in Figure 6b illustrated acceleration course a(t) with the acceleration maxima or acceleration minima 16 results.
  • the acceleration signal curve a(t) is transformed into a calculated force signal curve F'(t), which is combined with the force signal curve F(t) determined in the first measuring section 1.1".
  • the result after transformation and addition corresponds to the force signal curve F (t) and F'(t) as in Figure 6c shown, which extends over the entire length L2 of the second partial measuring section 1.2".
  • the overall approach is to make the measuring sections as short as possible, with as few interventions in the track bed or the subsoil and therefore as cost-effectively as possible. Due to the arrangement of the measuring sections and the combination of the different sensors, namely force transducers under the rail (vertical forces, wheel contact forces), lateral force transducers in the rail and acceleration sensors, the determination of the wheel contact forces and wheel out-of-roundness is nevertheless extremely accurate and reliable.
  • the findings obtained on a partial measurement section that is the minimum required for a full wheel circumference are each checked by a second partial measurement section and alternative sensors.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Length Measuring Devices With Unspecified Measuring Means (AREA)
  • Force Measurement Appropriate To Specific Purposes (AREA)
EP22176488.9A 2021-05-31 2022-05-31 Dispositif et procédé pour déterminer les faux-ronds d'une roue d'un véhicule sur rails Pending EP4098991A1 (fr)

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Application Number Priority Date Filing Date Title
DE102021113968.6A DE102021113968A1 (de) 2021-05-31 2021-05-31 Vorrichtung und Verfahren zur Ermittlung von Unrundheiten eines Rades eines schienengebundenen Fahrzeuges

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EP4098991A1 true EP4098991A1 (fr) 2022-12-07

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0282615A1 (fr) 1987-03-17 1988-09-21 SIGNALTECHNIK GmbH Dispositif de détection de roues détériorées
DE19941843A1 (de) * 1999-09-02 2001-03-08 Schenck Process Gmbh Vorrichtung zur Feststellung von Unrundheiten und Flachstellen an Rädern bei Schienenfahrzeugen
FR2893900A1 (fr) * 2005-11-29 2007-06-01 Signal Dev Sarl Procede et dispositif de detection de defauts de circularite de roues de materiel ferroviaire et systeme comprenant un tel dispositif
EP1883565A1 (fr) 2005-05-25 2008-02-06 Hottinger Baldwin Messtechnik GmbH Procede et dispositif de detection de la forme de roues sur rails
DE102019114288A1 (de) * 2019-05-28 2020-12-03 Lausitz Energie Bergbau Ag Verfahren und Vorrichtung zur Lokalisierung einer singulären Fehlstelle an der Lauffläche eines Rades eines schienengebundenen Fahrzeugs

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AU2016206598B2 (en) 2015-01-16 2019-11-28 International Electronic Machines Corp. Abnormal vehicle dynamics detection
US10745037B2 (en) 2015-04-28 2020-08-18 China Academy Of Railway Sciences Fully continuous ground measurement method and system for wheel rail vertical force

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0282615A1 (fr) 1987-03-17 1988-09-21 SIGNALTECHNIK GmbH Dispositif de détection de roues détériorées
DE19941843A1 (de) * 1999-09-02 2001-03-08 Schenck Process Gmbh Vorrichtung zur Feststellung von Unrundheiten und Flachstellen an Rädern bei Schienenfahrzeugen
EP1212228B1 (fr) 1999-09-02 2003-04-09 Schenck Process GmbH Dispositif permettant de detecter des excentricites et des zones plates sur des roues de vehicule sur rails
EP1883565A1 (fr) 2005-05-25 2008-02-06 Hottinger Baldwin Messtechnik GmbH Procede et dispositif de detection de la forme de roues sur rails
FR2893900A1 (fr) * 2005-11-29 2007-06-01 Signal Dev Sarl Procede et dispositif de detection de defauts de circularite de roues de materiel ferroviaire et systeme comprenant un tel dispositif
DE102019114288A1 (de) * 2019-05-28 2020-12-03 Lausitz Energie Bergbau Ag Verfahren und Vorrichtung zur Lokalisierung einer singulären Fehlstelle an der Lauffläche eines Rades eines schienengebundenen Fahrzeugs

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